Igniter-compounder for internal combustion engines



y F. M. BROOKE 2,009,190

IGNITER COMPOUNDER FOR INTERNAL COMBUSTION ENGINES Filed April 4, 1932 3Sheets-Sheet l IHIHII INVENTOR l/ 1935. F. M. BROOKE 2,009,190

IGNITEIR COMPOUNDER FOR INTERNAL C OMBLISTION ENGINES Filed April 4,1932 3 Sheets-Sheet 2 I I l I INVENTOR July 23, 1935. F. M. BROOKE 0IGNITER COMPOUNDER FOR INTERNAL COMBUSTION ENGINES Filed April 4, 1952 sSheets-Sheet 3 we AMIAAQ E. 3 8 wwrfiflvw S we I v 2w z Q m greatervolume of mary cylinder Patented July 23, 19255 UlTED- STATIGNITER-COMPOUNDER FOR INTERNAL COMBUSTION enemas Francis M. Brooke,Bryn Mawr, Pa. Application April 4, 1932, Serial No. 603,113

1'7 Claims. (Cl. 123-143) .the purpose of ignition.

The object of the invention is as follows: To give a flexibility or awide range of piston velocity in an internal combustionengine, usingmotor fuel oil with a low flash point. This obtains the same usefulnessas a modern high speed internal combustion engine using a high gradegasoline or expensive high test motor fuels, but with the advantage ofreducing the cost to the extent of ninety-one (91) per cent or more tothat of motor fuel oil, by my invention. That is when the priis designedat its average inlet pressure to explode ten per cent of the volume ofgas that the secondary cylinder at its average inlet pressure isdesigned to explode. In large engines, for ignition purposes only, theigniter can be relatively much smaller so that possibly only two orthree per cent expensive high grade gasoline need be used for ignitionpurposes.

When it is desired to intensify the ratio of power to weight in smallerengines, the primary cylinder can be made larger and the ratio of inletpressure materially increased, in which case additional power isobtainable with increased consumption of the more expensive gasoline. 1A compromise, however, may be reached by charging the primary cylindernot only with a moderate amount of high grade gasoline to increase theflash point for the electric spark, air that has already been mixed withfuel oil, for the secondary cylinder. The effect of this will be alonger burning of the charge with excess air in the primary cylinderwhen it comes in contact with the gas in the secondary cylinder. It ispossible that actually' increased power may be so obtained with economyup to the point of a notable weakening in the efiiciency of theelectrical ignition.

My invention reduces the danger of confla-. gration by the fact thatninety-one (91) percen or more of the fuel that is carried for theengine will be of the low flash point and lower point of ignition tablegasoline or benzol preparations. In the process of obtaining the abovethere is a primary and. a secondary explosion and compounding. Thisdouble explosion cycle facilitates the introduction to the cylinder,containing the piston, a

gas than has the time of ignition. It will also give at the time of thesecondary exutilized at a high pressure but also with v fuel oil thanthat of the highly volabeen previously plosion, due to eliminated theexcessive compression pressure by the piston utilized in the Dieselengine to facilitate the explosion of motor fuel' oil. Not only is themean effective pressure less stroke, but in addition the lower pistoncompression will make a smootherrunning and more flexible engine,provided, of course, that the charge can be successfully ignited, whichis accomplished by my invention.

As a larger number of cubic inches of gas is forced into the pistonchamber than in an ordinary internal combustion engine cylinder of thesame given size, by my method, there is more potential energy or power.-As there is an increase in power or efliciency in explosion somewhatproportional to the compression of these gases, prior to or at the timeof the explosion,

this efficiency is obtained in my contrivance by v the primary explosionin the ignition chamber or igniter which exerts the pressure fromexplosion in the secondary cylinder, or piston chamber, as itsimultaneously ignites the motor fuel in that chamber. This is at thetime when the piston is virtually at the top of the stroke, so that theeffort in creating the greatest part of the compression is supported bya primary explosion, not by the mechanical energy of com-i pressionpreviously developed by the engine, thus saving motor power.

It is, therefore, reasonable to believe that the engine will developmore power, per cubic inch of piston displacement. It possibly may showa greater emciency in fuel consumed, and would seem to assuredly show aconsiderably lowercost 'per horse power developed, thanthat of otherinternal combustion engines, with anything like as greata rangeReferring to the drawings:-

\ Figure 1 is a vertical cross section of the engine.

Figure 2 is a vertical cross section of the cap 2 at the top of theengine, which parts in position.

Figure 3 is a plan of the cap 2.

Figure 4 is a vertical cross section of the water cooled primarycombustion chamber 4.

Figure 5 is the Figure 6 is a vertical cross section of the rotarysleeve valve for the primary chamber 4. This valve is comprehensivelydesignated as 3.

Figure 7 is aplan of 3.

Figure 8 is a vertical elevation of 3. v Figure 9 is a cross section of4 taken on the angle as designated by the plane ch in Figure 4,--

reduced by the ordinary excessive pressure of the'compression orcylinder,

the primary explosion and has of flexibility in piston velocity.

holds movable plan of combustion chamber 4.

I drives 42, which are are on the same side.

showing the valve parts in 4, in relation to those of 3.

Figure 10 are the strips orrods used to control the position of 4.

Figure 11 is a longitudinal elevation from the left side of the enginein which part of the casing has been out out to show, in cross section,certain essential parts, not shown in Figure 1.

Figure 12 is an elevation from the left side of the pump chamber showingan equalizing chamber in which compressed air or gas is stored.

Figure 13 is a rear vertical cross section of the pump showing slideactuated by the crank shaft driving-connecting rod and piston.

Figure 14 is the sliding control of the valve drive shaft, 4| with wormgears, 42, which actuate the sliding valves. The sliding control makesit possible to change the slide valve, 3, during operation, as may bedesired.

A detailed description of the drawings are as follows: I

Figure 1 shows a cross section of the internal combustion engine of theordinary L head type, that is, the inlet and the exhaust poppet valvesHowever, it has a superstructure 4 on the top that consists of a watercooled cylinder or combustion chamber, as shown in detail in crosssection in Figure 2.

In the latter primary cylinder 4 or combustion chamber is located sleevevalve 3 shown in detail in Figures 6, 7 and 8. 3 is held in place by acap, 2, shown in Figures 2 and 3, which is bolted on the head of thesecondary cylinder, 39, which is fitted with piston 40.

It may benoted that there is a channel opening 24. from the top of thepoppet valves of cylinder, 39, leading up to opening 23, which isopposite port 2| of 4. I

In like manner, manifold inlet, 30, carries an explosive mixture of ahigh flash point, high grade gasoline preparation, to opening 22,opposite inlet port 20 of Figure 4.

Sleeve valve 3, (see Figure 6) has a solid base (see Figure 7) with gearteeth 26 on the perimeter. Referring to Figure 11, it may be noted thatthe rotations of shaft 4|, revolve the worm meshed with 1 andcontinuously rotate the sleeve valves 3, in one direction. Thiscombustion chamber and the driving apparatus for its sleeve valve areshown and. described in greater detail in my Patent Number 1,938,686issued December 12, 1933. The opening 25, in sleeve valve 3 when itcomes opposite to 20, permits a charge of explosive vapor to enter theprimary explosive chamber 4.

The above charge is ignited'by spark plug l5, by a distributor (notshown) and synchronized with control arm 29 of Figure 10. The charge,very shortly after being ignited, exhausts through port 2| of 4, through23, into channel 24 and ignites the gases that have been compressed fromand in channel 38, of Figure 1, by the upstroke of piston 40.

As sleeve valve 3 rotates further around, clockwise, port 2|, becomesclosed and the opening 253, from auxiliary exhaust of sleeve valve 3(see Figure 8), comes opposite to port l2, Figure 4. This reduces thepressure in 4 to atmospheric pressure as the gases exhaust throughauxiliary exhaust pipe 431). Auxiliary exhaust port I2 is stillpartially open when 25 again comes opposite 29, allowing a fresh chargeinto 4. 'This facilitates scavenging chambers 4 and also to virtuallyfill 4, with fresh gas without working against back pressure. 25b,auxiliary exhaust, passes l2. how- .be regulated. If it is also ever,before 25 has become fully opposite 20, so

that a combustion charge from 22 has ample time to build up acompression pressure before the slide'valve is closed and ignited at thedesired time by spark plug l5.

By referring to Figure 9, the action of this rotating valve and thevarious ports are evident. Figure 9, istaken through 4 on the angle ab,so that 25b is in a higher horizontal plane than 20 or 2|, thus 25 nevercomes before I2, as does 251); nor does 25b come before 20 or 2|.

It may be noted that 22 and 23, Figure 1, horizontally are largeropenings than 20 and 2 I. This is to control the time of ignition bycontrol arm 29, in Figure 10, by pulling it either forward or backward,which slides one member of Figure forward and the other correspondinglyin the opposite direction, due to cross members 28, which are fastenedby bolts 21. As these slides or strips ID, are fastened to pipes IS inmovable joints I1, (see Figure 4), this primary combustion chamber 4 canbe rotated back and forth at will in an angle of approximately 120degrees. In this way the relative position of ports 20 and 2|, withregard to the position of piston 40, can desired, the size of thechannel openings can be controlled by partially closing 20 and 2 I, whenthey have partially passed the limit of opening 22 and 23 if it is founddesirable ,to have smaller ports.

As the electrical distributor is likewise synchronized with control arm29, the timing of the explosiomrelative to piston 40, can be easily arranged. Furthermore, a quadrant for a set adjustment can be arrangedwith 29, so as to set most accurately the timing of the spark.

In addition sleeve valve 3 likewise can be advanced or retarded by theadjusting mechanism 5 (see Figure 14). As this is pushed horizontallyalong 4|, when the engine is stopped, shaft 4| is rotated in onedirection or another, dependent upon the'direction in which 5 is pulledor pushed. Therefore, as the worm drive 42 revolves with shaft 4|,sleeve valve 3 is either advanced or retarded and retains the setposition in which 5 is left. It may be noted, however, that 5 is sodesigned .that when the engine is running at any speed it still can beoperated so that sleeve valve 3 can be so retarded or advanced.Incidentally, it can be moved with less eifort when the engine isrunning.

The combustion chamber 4 can be advanced or retarded also 'while theengine is running. Therefore, very complete flexibility of ignitiontiming, with regard to piston-M, can be arranged by the combination of aperfect adjustment of the three adjustable parts, 3 and 4 and theelectric distributor. Y

It may be noted that with a set adjustment of either 4 or 3quitepossibly sufl'icient variation and flexibility in the time ofignition of the gases in secondary cylinder 39 may be arranged in eachcase. Then the engine may be materially simplified, particularly if 4 ismade not independent but an integral part of the casting ofcylinder 39,in which case water pipes IS, with flexible rubber hoses 63 can bedispensed with, the water jackets of 39 being made to include 4.

When the gases compressed in 24 and 38, by the compression stroke ofpiston 40, are ignited by the exhausting of the primary explosion fromthe effective pressure is developed cylinder 39, acting on piston 40.cylinder 39 have been developed from fuel oil because; first, of itsrelative cheapbustion chamber ness; second, because of its safety fromfire where it is carried in storage and bulk, due to its low flashpoint; and third because of the high calorific value of the heavieroils. It is evident that such gases are not ignitible by an electric itis not sufiiciently volatable and has too low a flash point. In previousexperience this has been overcome by exceedingly high pressure from thepiston on the compression stroke, the engine being designed to have verysmall clearance in ratio to the piston volume swept through.

There have been two practical limitations because of this latter method;the first, that as soon as the gases are compressed to a pressure abovethe ignition point, they will ignite, and it is impossible either todelay or advance this point and unless this corresponding point oftemperature from compression pressure is not reached, there will be noexplosion. Thus flexibility is impossible. The second consideration ofdifficulty is obtaining the smoothest running engine, because of thevery high compression. In the new method being described, it is evidentthere is virtually an unlmited range of timing the ignitionfrom theprimary chamber. Therefore, the motor fuel gases in secondary cylinder39 can be ignited at any reasonable point as piston 49 approximatelyreaches the top of its stroke or descends therefrom. Thus the maximumamount of flexibility is obtained by my invention.

It may be noted that by the burning gases coming from 4 into 39, through24,'a temperature very far above the ignition point of the motor fuelgases in 39 is obtained, also a great and increasing pressure. Thus notonly the necessary temperature for ignition is developed, but also ahigh compression at the time of ignition, which makes efiiciency, butthis efficiency is obtained without the loss of effort due to pistoncompression against high back pressure. In addition there has beendeveloped a great and increasing pressure against the piston; wheneffective.

It is also obvious that a larger volume of explosive gases exertseffective pressure on piston 49 than would be possible without primarycom- 4. As the total volume of burned gases is equivalent to the sum ofthe gases contained in cylinder 39, plus that in cylinder 4, the latterwould be true if the gases in 4 were but at atmospheric pressure and in1 39 slightly below atmospheric pressure, when piston 40 is at thebottom of the stroke. This, however, is greatly intensified due to thefact that the gas in cylinder 4 is put under pressure and compoundedbefore ignition so that it is very considerably above atmosphericpressure.

When the compounding feature is not desired a greater number ofcylinders 4 can be attached to the compression pump and the pressurefrom the pump equalized by the storage equalizing chamber 45, \Figure13. If it is desired to maintain reasonably high pressure in primarycylinder 4, such cylinders can be made smaller.

It may also be noted that if it is desired, the compression pump can thepressure developed in combustion chamber 4, coming entirely from ablower. In-the latter case while all the advantages of ignition remain,the advantages of increased power of compounding are reduced.

As it is inevitable that primary combustion chamber 4 has the twoeffects of ignition regulation and compounding, they can beapportionately increased or decreased as-the desire varies,

between the cost of fuel and the desirability of the amount of powerdeveloped in relation to the weight or size of the engine.

To trace back the development of the pres-.

sures and the mixing of the fuels (see Figure 11). Blower blades 49 arerotated by ashaft 41, which is driven by chain, 48, which in turn isdriven by crank shaft 49. This develops a very strong pressure of airinside casing 59.

Such blower may have the dual purpose of being used as a fan to cool theradiator. Small trap doors or inlet valves 5|, with the blower housing59, are kept closed by light springs when the automatic radiator shutteris open. When it closes the supply of air is not cut off as theseautomatic inlet valves open under increased suction.

Fuel oil or other fuel through pipe 53, through support 54 for theblades 46 and this fuel, is carried through the whirling pipes, 59 tonozzles 69. This spray with the air from the blower is carried throughmanifold inlet 39 to primary cylinder 4 and through 32 to secondarycylinder 39. By using a shorter spray nozzle with jets at El and a guardextension in a circle concentric to shaft 41, its perimeter beingtangent to the part of manifold 30, nearest shaft 41, designated by 99,permits the driving of virtually pure air through 30 and air mixed withfuel oil through 32 to ,39, giving an alternative. The advantages andreasons for each of the latter two arrangements have been discussed inthe first part of the specification. 7

With set valve 6 in place the currents from the blower pass into pumpinlet pipe 62, through inlet valves 63, (see Figures 12 and 13) and asthe plunger 64, of the pump, makes its double action stroke, automaticexhaust valves 65 automatically open into pump exhaust 96, to manifoldinlet 39. The lat ter pipe has been made of larger diameter so as toinclude carburetor 99 which is supplied with gasoline.

The air pump is operated by the crank shaft 49, has a bearing 11, whichrides in a cage 19, horizontally back and forth in slide 19, whichreciprocates up and down between guides 90. As 19 goes up and down it soforces connecting rod 9|, which passes through stufling box 92, andforces double acting piston 64 up and. down. Valves 93 are are simplyheld in position by a light spring so that when there is suction theyopen. In like manner the exhaust valves 65 are similarly constructed,only they raise on the other side of thevalve seat so when there issuction they are closed additionally tight and when there is pressurethey open against the light spring.

The cooling of the engine is arranged by pump 92, which forces thewater. from radiator 93, which is equipped with automatic radiatorshutter 94, through inlet pipe 34, see Figure 11 and Figure 1, through36 to cylinder 39. In a like manner the wateris returned throughconnection 35 to p pe 33, back to radiator 93. The primary cylinder 4 iscooled by water pipes 3417, which receive their supply from pipe 34 andby flexible hose connections, connected to pipe IS; the water passingthrough opening IS. The water after circulating through 4 comes outpassage l8b, through pipe- I61), through pipe 33b, into pipe 33, throughwhich it is taken to the radiator.

The engine is supported on basis 96.

Shaft 4| is driven by gear wheel 9| which is driven by chain 98, whichreceives its force from is rotation. As

- reverse action, slightly slower.

gear 99-on crank shaft. The same chain drives the blower as it laps overgear I00. (See Figure 11.)

Shaft 4| is cut with a moderate space I II, near gear 9|. (See Figure14.) |I represents a square end of shaft 4|, between this space I I and9 I, for square slide I02. Worm 42 is fitted on the near end of shaft 4|by I. I03 is a continuation of I02 which has an internal spiral gear ofsimilar pitch to that of 42, whose teeth mesh into teeth 42 withreasonable working clearance and is lubricated. Both I02-I03 arebisected in two pieces which are fitted 'on and fastened by six bolts.Flange I is a perpendicular extension of 7 I02 I03 with two bearingsurfaces against each side of which are thrust ball bearings I06. Thesebearings are assembled by entrance between gap I where rod 4| is out.Then the two parts I02-I03 are slipped through the holes in the-.bearing, which latter are brought against I05. Double clamps I01 holdthem in position by four bolts, two of which hold the fingers I08, whichare connected with control rod I09.

It is evident that as gear 9| rotates the front end of shaft 4| I I0their only possible movement I02 is of a square joint it must rotate andits rear extension I03 must rotate with the front or left part of 4|.The internal worm gear I03 accordingly locks the external worm gear 42which it encases and rotates the rear end of shaft 4 I.

However, when control rod I09 pulls or pushes fingers I08 on thrustbearings I06, flange I05 thrust bearings moves I02'I03 either forward orbackward as it is on a lubricated sliding joint. This movement forces arotating movement in a direction that depends on the forward or backwardmotion of I03. Thus when shaft 4| is rotating it will either rotateslightly faster in relation to the crankshaft when I02-I03 is movedhorizontally, or by the Thus by moving control lever I09, the relativeposition of the worm gear 42, as to gear teeth I of sleeve valve 3, ischanged so that the slide valve is either advanced or retarded, at thedesired position control lever 21 is locked. This latter controlcontrivance 5 is seen in position on Figure 11.

I request that Letters Patent be granted on the following claims:

*1. In an internal combustion engine, a cylinder with means supplying acharge of low-grade explosive mixture thereto, an aligned coaxialchamber with means to supply and ignite a charge of high-grade mixturetherein, and rotary sleeve means with a single port controllingadmission of the explosive mixture into and discharge of the ignitedmixture from said chamberinto the engine cylinder for ignition of thecharge in the latter.

2. In an internal combustion engine, acylinder with means supplying acharge of low-grade explosive mixture thereto, an aligned coaxialchamber with means to supply and ignite a charge of high grade explosivemixture therein, and rotary sleeve means with a port controllingdischarge to and admission of the explosive mixture from said chamberinto the engine cylinder for igniting the charge in the latter, saidsleeve means having its auxiliary port for scavenging remote from and ina? different plane to the port aforesaid.

3. In an internal combustion'engine, a cylinder I with'ineans supplyinga charge of low-grade explosive mixture thereto, an aligned coaxialchamwill likewise rotate part |02I03. As the two parts of shaft 4| areheld in position by hi h ber with means to supply and ignite a charge ofhigh-grade mixture therein, and rotary sleeve means with port controladmission of the explosive mixture into and discharge of the ignitedmixture from said chamber into the engine cylinder for ignition of thecharge in the latter, and means to angularly advance the rotary sleeveup to approximately 120 degrees relative to the engine crank-shaft so asto change the positions of the ports therein relative to correspondingones in the chamber wall.

4. In an internal combustion engine, a cylinder with means supplying acharge of low-grade explosive mixture thereto, an aligned coaxialchamber with means to supply and ignite a charge of high-grade mixturetherein, rotary sleeve means with port control of admission of theexplosive mixture into and discharge of the ignited mixture from saidchamber into the engine cylinder for ignition of the charge in thelatter, and means to advance or retard the rotary sleeve means in thechamber to regulate the time of ignition of the mixture in the enginecylinder.

5. .In an internal combustion engine, a cylinder with means supplying acharge of low-grade atomized fuel mixture, and aligned coaxial chamberwith means to supply and ignite a charge of grade explosive gas, meansfor variably shifting said chamber about its axis within an angle ofapproximately 120 degrees to control the timing of ignition in saidchamber, a sleeve in the chamber having a perimetrically toothed solidbase and a single port in, its cylindrical wall to control admission andexhaust of the explosive gas to and from said chamber for ignition ofthe low grade atomized fuel mixture, and means for continuously rotatingthe sleeve aforesaid in a predetermined direction.

6. In an internal combustion engine, a cylinder with means supplying acharge of low-grade atomized fuel mixture, an aligned coaxial chamberwith means to supply and ignite a charge of high-grade explosive gas,parallel link mechanism for variably shifting said chamber about itsaxis withinan angle of approximately 120 degrees to control the timingof ignition in said chamber, a sleeve in the chamber having aperimetrically toothed solid base and a single port in its cylindricalwall to control admission and exhaust of the explosive gas to and fromsaid chamber for ignition of the low grade atomized fuel mixture, andmeans for continuously rotating the sleeve aforesaid in a predetermineddirection. I I

7. In an internal combustion engine, a cylinder with. means supplying acharge of low-grade atomized fuel mixture, a substantially-smalleraligned coaxial chamber with means to supply and ignite a charge ofhigh-grade explosive gas, means for varying the time of ignition in saidcylinder, a sleeve valve in such chamber with means whereby it isrotatable continuously in one shifting said chamber about its axiswithin an 13. In an internal combustion engine, a series angle ofapproximately 120 degrees to control the of cylinders with a manifoldsupplying charges timing of ignition in said chamber, a sleeve in oflow-grade atomized fuel mixture thereto, a the chamber having aperimetrlcally toothed substantially-smaller aligned coaxial chambersolid base and a single port in its cylindrical wall above each cylinderwith means to supply and to control admission and exhaust of the exploignite acharge of high-grade explosive gas, means sive gas to and fromsaid chamber for ignition of for varying the time of ignition in saidchamthe low grade atomized fuel mixture and means bers, a sleeve valvein each chamber with means for continuously rotating the sleeveaforesaid in whereby it is rotatable'continuously in one diapredetermined direction; rection, and mechanism whereby said valves may9. In an internal combustion engine, a series be angularly movedrelative to the axial chamof cylinders with common means supplying berfor controlling admission and exhaust of the charges of low-gradeatomized fuel mixture, a high-grade gas for increased compression duringsubstantially-smaller aligned coaxial chamber ignition and ignition ofthe low grade atomabove each cylinder with means to supply and ized fuelmixture, and means for reducing the i5 ignite the charges of high-gradeexplosive gas, volume not swept through by the piston follow- 'means forvarying the time of ignition in said ins ignition.

chambers, a sleeve valve in each chamber with 14. In an internalcombustion engine, a series common means whereby they are rotatableconof cylinders with a manifold for supplying charges tinuously in onedirection, and means including f wr at m u u an al d a two-part shaftwith associated mechanism coaxial chamber above each cylinder with meanswhereby said parts may be moved axially towards to upp y a d ignite aCharge of high-grade or away from one another to effect annularshiftplosive a m s o a y Shifting S ing of the sleeve valves relative tothe associated Chamber about t axis Within an angle of pcoaxial chambersfor controlling admission and p i t y 120 ee t Control the timing of 2ex aust of the high-grade gas for ignition of the ignition in saidchambers, a sleeve in each chamlow-grade atomized fuel ixt re. herhaving a perimetrically toothed enlarged 10. In an internal combustionengine, a cylinsolid base and a single port in its cylindrical wall d rwith means supplying a charge of low-grade to control admission andexhaust of the exploatomized fuel mixture, a substantially-smaller livegas to and from said chambers for ignition o0 aligned coaxial chamberwith means to supply of the o rade ed fuel mixture, and ignite a chargeof high-grade explosive gas, means increasing ompl'ession in pistonchemmeans for varying the time or ignition in said y explosion m pr maam r a t f chamber, a sleeve valve in such chamber with of ignit ofollowed y closing of p y Chaim means whereby it is rotatablecontinuously in at predetermined im a d m a e dma one direction, andmeans including two-part, ing and continuously rotating the sleevesaforeshaft with associated mechanism whereby said Said in apledetelmineddireotionparts may be moved axially t ward r away from 15. In aninternal combustion engine, a series one another to eiIect-annularshifting of the of y nd w th man ld m ans for supp y sleeve valverelative to the coaxial chamber for charges f ws ade atomi d fuelmixture to 40 controlling admission and exhaust of the highh respectivecylinders, a Substantially-Smaller grade gas for ignition of the lowgrade at iz d aligned coaxial chamber above each cylinder with fuelmixture. means to supply and ignite a charge of high- 11. In an internalcombustion engine, a cylind explosive means for varying the t m der withmeans supplying a charg of l grade of ignition in said chambers, asleeve valve in atomized fuel mixture, an aligned coaxial chame chamberwith means w e t ey a e coher w h m ans to Supply and ignite a charge ofordinatively rotatable continuously in one dihigh-grade explosive gas,means for varying the Teotion, and mea s including a two-pa shaft timeof ignition in said chamber, a sleeve valve t associated mechanismwhereby Said pa in such chamber with means whereby it is rotaay be movedaxially towa y m one table continuously i on dire ti means .another toeffect-angular shifting of thesleeve cluding a two-part shaft withassociated mechavalves relative to the axial chambers for connismwhereby said parts may be movedaxially trolling m s on and exhaust ofthe hig d towards or away from oneanother to effect angas fo ignition oft e w ade atomized fuel nular shifting of the sleeve valve relative tothe mixture and increased compression and bur I coaxial chamber forcontrolling admission and mixtilrewith above means fortiming, n 0108-exhaust of the high-grade gas for increased com- 8 the port to primarychamber to limit pression and ignition of the low grade atomized anceVolume above piston during the pa s n Y fuel mixture. of said, low adecha e.

12. In an internal combustion engine, a cylin- In an internal combustionengine, a seder with means supplying a ch rg of low-grade ries ofcylinders with manifold means for supatomized fuel mixture, an alignedcoaxi 1- plying charges-of low-grade atomized fuel mixher with means tosupply a d i it charge of ture to the respective cylinders, an alignedcohigh-grade explosive gas, means for variably axial chamber above eachcylinder with means shifting said chamber about its axis within'an toply a d i n a charge f hi ad x- 6:; angle of approximately 120 degreesto control the plosive gas, means f r c d nat v y s t d timing ofignition in said chamber, a sleeve in the chambers about their axeswithin an angle of apcha'mber having a perimetrically toothedenproximately 120 degrees to control the timing of v larged solid baseand a single port in its cylinignition in said chambers, a sleeve ineach chamdrical wall to control admission and exhaust of her having aperimetrically toothed enlarged solid the explosive gas to and from saidchamber for base and a single port in its cylindrical wall to increasedcompression during ignition of the low control admission and exhaust ofthe explosive grade atomized fuel mixture and means for congas to andfrom said chamber for ignition orthe tinuously rotating the sleeveaforesaid in a pre' low grade atomized fuel mixture and forincreasdetermined direction. ing power by additional burning gases andin creased compression prior to complete combustion of low grade gas andcommon means for continu-' ously rotating the sleeves aforesaid in apredetermined direction.

17. In an internal combustion engine, a series of cylinders withmanifold means for supply charges of low-grade atomized fuel mixture tothe respective cylinders, a substantially smaller aligned coaxialchamber above each cylinder'with means to supply and ignite a charge ofhigh-grade explosive gas, means for concurrently varying the time ofignition in said chambers, a sleeve valve in each chamber, andmeansrwhereby they are coordinatively-rotatable continuously in onedirection, said means including a two-part shaft with associatedmechanism whereby said parts may be moved axially towards or away fromone another to effect angular shifting of the sleeve valves relative tothe axial chambers for controlling admission and exhaust of thehigh-grade gas for ignition of the low-grade atomized fuel mixture.

FRANCIS M. BROOKE.

